Air duct



Dec. 3, 1929. w. LINTERN 1,738,377

,AIR DUCT Filed 061'.. 20, 1926 3 Sheets-Sheet l 31A/neuke;

@2M @ma www, Mx/im Dec. 3, 1929. w, L lNTEjRN 1,738,377

- AIR DUCT I Filed Oct. 20. 1926 3 Sheets-Sheet 2 Gimmy W. LINTERN Dec.3, 1929.

AIR DUCT Filed Oct. 20, 1926 s sheets-sheet 5 Patented Dec. 3, 1929PATENT ori-Ica WILLIAM LINTEBN, OFCLEVELAND, OHIO In liii-refrApplication ala octuber zo? 1926. serial No. 142,982.

This invention relates to air ducts for motor vehicles and other movablebodies requiring aeration.

A The general object is to provide a simple and elicient all weather airduct for mon tor vehicles and the like. 'A more specific object is toprovide an efliciently operating device for receiving currents of airwhich flow downwardly over` certain surfaces on a vehicle body or thelike, and to conduct such air to the desired point, or points to beaerated without unduly restricting its flow.

When the vehicle is set in motion, the air about the body is ofcourseseparated at the front and is under comparatively high pressure near thesurface of the body as it iows rearwardly thereover. However, inconnection with modern motor vehicle body c`onstruction, the aircurrents do not flow relative to the body in lines uniformly parallel tothe direction of movement of the vehicle. .This

is especially true at the front of the body around the rear sideportions of the cowl, or perhaps to state it more definitely, in theregion where the top and side cowl panels join, at which region I havefound there is a surprisingly strong downward flow of air underrelatively high pressure. This is due at least in part to the relativepositions of the cowl and windshield; i. e'. by reason of the windshieldrising abruptly from the more stream line surfaces of the cowl..

I am aware Vthat cowl ventilators have been employed at the uppermostportion of the cowl as well as at various other'points on the cowl,which of course receives this downward flow in varied proportionsdepending upon their position on the cowl. However, as far as I know,there has never been constructed a satisfactory all weather arrang]-ment which will advantageously utilize t e strong downwardly flowingcurrents of air around the upper rear portion of the cowl. I propose toutilize these air currents and to thus inject a considerable quantity offresh air into the vehicle body or other parts of the vehicle asdesired.

One of the problemspresented in constructing a satisfactory device is tokeep out rain as well as other undesirable elements, for example,hot'air from the engine. Utilization of the downwardly flowing aircurrents instead of horizontally flowing currents permits the device tobe placed well above the louvers, now commonly placed on the sidepanelsof the hood, and this solves the problem so far as hot air or gas fromthe engine-is concerned. However, in order to catch such downwardlyflowing'currents there must be an upwardly facing opening provided andif the air is received in an upwardly facing opening considerable rainand the like will also get in. Bailes and the like may be used but thiswill restrict the flow of air and impair the efficiency of the device.The openin may be partially or wholly closed during ba weather but thenthere will be little or no air at a time when it is most needed. By theuse of'my invention I am unable to maintain the same opening for allweather conditions and at the same time, I do not have to undulyrestrict the inflow of air simply because of had weather. The manner inwhich I obtain the above advantages will be hereinafter more fullyexplained in the following description of '15 the various formsillustrated. The essential novel characteristics of my invention aresummarized in the claims.

In the drawing Fig; l is a perspective view showing a form of air ductadapted to be so fitted as a unit to already existing bodies; Fig. l-Ais a sectional perspective view of the same form; Fig. 2 is a sideelevation show ing another form; Fig. 2-A is a cross-section al view asindicated by the line 2A-2A on a5 Fig. 2; Fig. 2-B is a` fragmentaryview showing a lsuitable form of air regulator and rain deflector; Figs.2-0 and Q-D are detail perspective views showing different methods ofattaching an exterior panel, such 9o as shown in Fig. 2; Fig. 3 is aside elevation showing another form of air duct; Fig. 3--A is ahorizontal cross-sectional view as indi cated by the line 3A3A on Fig.3; Fig. 3-B is a sectional perspective view taken along the line 3B-3Bon Fig. 3; Fig. 4 is a side elevation of another form of air duct; Fig.1 -A is a sectional perspective view thereof; Fig. 5 is a horizontalcross-sectional view of an air duct adapted tobe made a part of existingbodies; Fig. Gis a perspective view of another form broken away to showcertain details; Fig. 7 shows'a form of air duct conveniently applicableto the directly forwardly facing front body panel used on a number ofbodies; Fig. 8 is a cross-sectional view showing still another form ofair duct.

Als shown, the preferred construction consists in providing a false cowlpanel either inside or outside of the true cowl panel between the frontdoor of a coach for example, and the raisable hood. The panels arearranged to present an upwardly facing opening of any desired shape andsize for receiving air between the panels, and the panels are joinedtogether by suitable means to form a tube or a pocket. One wall of suchtube is opened intermediately of the ends of the tube for leading airinto the bodyor to whatever point or points it is desired to aerate.Some of the modifications that are well adapted to present motor vehiclebody building. practice are herein illustrated.

Referring in detail to the drawings and first to Figs. 1 and 1-A, theautomobile body is indicated at A and the top and side cowl panels at Pand P respectively. As shown in these figures the air duct is adapted tobe placed into a substantially rectangular shaped opening cut into thepanels in the region where one panel may be said to merge into theother. The ductas shown comprises a member 1 adapted to fit oversuch'opening, the marginal edges l-a extending slightly beyond theopening in the cowl panels. The duct tube is formed by joining abox-like structure 2 to the member 1. One side wall of this structure isindicated at 2-a and the bottom wall at 2-b. The upward end of themember 1 is curved inwardl to conform to the shape of the cowl panesection that it replaces and this inwardly curving portion may have oneor more convenientl shaped upwardly facing openings for receiving thedownwardly flowing currents of air, as above mentioned. One elongatedopening 1-0 is illustrated. As shown the bottom Wall of the member 2 isapertured at 2-0 to provide drainage for rain that will of course enterthe opening 1 0. To conduct air from the tube, I show an opening 2-dleading through the inner wall of the member 2 over which may beattached a regulator in any suitable form or a duct if the point to beaerated is remote. Overhan ing the upper edge of this opening I preferaly provide a slight flange 2-e for deflecting rain or the like away fromthe opening.

As soon as the car is started, there'will exist downwardly and rapidlflowing air currents around the region o the opening 1-0 and this airbeing under comparatively high pressure will of course enter theopening. From the results I have obtamed I believe that such aircurrents 4do not flow straight down and then directly into the lateralopening 2-d, but first di below this opening toward the bottom of t epocket or tube thus givin particles of water or other foreign mattereavier than air a tendenc to drop toward the bottom of the tube, the airthen flowing upwardly and entering the opening 2-d. The reason for thisconclusion is that even though the air is heavil ladened with rain,there is, under very ad verse conditions, onl a fine spray that entersthe opening 2-d. Ibis is true irrespective of the exact position of thelateral opening as long as such opening is materially below the intakeopening 1 0. The drainage openings 2-0 may be of any size sufficient tocarry away water and the like as well as receive some of the downwardlyflowing currents of air. I believe that the drainage openings also aidin the operation of the air duct by reason of allowing sufficient escapeof air to prevent the formation of a dead wall of pocketed air in thebottom of the tube which would not allow the air currents to dipdownwardly before entering the lateral opening.

As shown in Fig. 2, the tube or pocket is formed by securing achannel-shaped false panel 5 to the side cowl panel P exteriorlythereof. The relation of the upper edge of this panel to the downwardcurve of the cowl is shown in Fie. 2-A. Incidentally such an arrangement(Ioes not materially affect the a pearance of the car, (note for examplethat t e bead effect is continued from the hood -straight across the topedge of the member 5 by reason of the curled-over brim 5-a, thiscurled-over brim joinin the -body bead B as itruns along the side o thebody.) Such a panel may be of any desired width, but should not extendmuch beyond the corner at which the windshield and upper side windowportion of the body join. A suitable arrangement for leading airlaterally from the tube formed between the member 5 and the side cowlpanel is shown in detail in Figs. 2--A and 2-B. The opening 6 in thiscase is formed in the side cowl panel P and is somewhat elliptical byreason of a ortion 6a of the panel being bent outwar 1y to form a rainshed over the opening. On the interior of the panel P is shown abox-like structure 7 having openings 7 1; which may be regulated in sizeby a shutterl 8 rotatably mounted on a pin 9 in such manner as tovariably restrict or close the openings 7-a as desired. A li 8-a on theshutter serves as a handle. In Flig. 2-C I show a series of ears 5cwhich may be perforated to receive bolts or rivets for attaching themember 5 to the side cowl anel. Another means for securing the member 5to the side cowl panel is shown in Fig. 2`D wherein the panel engaginged es of the member 5 has lugs 5-d which may e inserted through openingsin the panel and bent over as shown. The pocket formed between themember 5 and side cowl panel may be drained at the bottom by means of anopening or openings 10 leading through the running board or by means ofnotches 11 such as shown in Fig. 2-C which would of course let the waterout directly u on the upper surface of the running boar In some cases,it is not desirable to let the water out at the side and this especialltrue where the side cowl panel joins the ramecover or splash panel.

As shown in Figs. 3, 3-A and 3-B, the air duct is formed by making theside cowl panel entirely separate from the top panel and eithercontinuin the top panel downwardly behind the si e panel in spacedrelation thereto, or attaching a false anel to the edge ofthe top paneland continuing it down wardly as far as necessary to form one wall ofthe tube. As shown'the inner wall of the tube is such a continuation 15of the top panel P. The side cowl panel as shown terminates at the beadB which extends from the corner of the windshield and side window basein a downward curve to join the bead along the side ofithe hood. Thepanels as shown in Fig. 3--A are joined together rearwardly by aseparating strip 11 and forwardly they are joined together as at 12under the rear ed e of the hood.

penings 13 are, in this embodiment, placed in the side cowl panel Pabove a bottom closure and separatin strip 14 running along the loweredges of t e continuation 15 of the top panel P, and the side panel.

Figs. 4 and 4-A show another form of duct in which the lower edge 16 ofthe top panel P and the upper edge 17 of the side panel P are separatedby bending the upper edge 17 outwardly to form a scoop and by placing afalsev cowl panel 18 in separated relation to the panel P', closing theside edges 1n any convenient manner. The upper and lower edges of themember 18 are shown as `ioined to the anels P and P by strips 19 and 20respective y. In this case the opening or openings for leading air fromthe tube or pocket formed between the panel P and member 18 would beplaced in the member 18.

Fig. 5 shows the air duct as formed between the side cowl panel P andthe usual 1 frame covering panel indicated at 21, this being a standardconstruction in most modern vehicle bodies, particularly pleasure cars YTo restrict the size of the tube a and busses. filler strip 22 may beplaced intermediately of the frame strips 23 and 24: and the regulatormounted on the covering panel 21.

In Fig.- 6, I have shown the top panel P perforated as at 25 and aninner or false vpanel 26'is shown as joined to the top panel and securedin place by a strip 27.- By this means, the intake for the tube formedbetween the member 26 and panel P is guarded against the entrance offoreign matter which of bodies.

forwardly facing panel P2 present in some bodies, which panel P2corresponds essentially to the panel -P on the large majority Air whichflows downwardly along this panel P2 may be received through a regulatedopening 29 in the panel P2.

As above mentioned I have found that the greatest air flow and pressureis at the region where the top and side cowl panels join. However, thereis also a downward pressure at the very crown of the top panel and myarrangement may also utilize this, by such a construction as illustratedin Fig. 8. In'this figure there is shown a single upwardly facingopening 30 in the crown of the top panel P. The lside panel and splashpanel 32 in this case are shown as secured by flanges to thechassis'frame 33. A false panel 35 extends in se arated relation to thetop and -side panels, ]oining the iange of the latter panel as at 36.The intake regulator may be placed at any point below the downward curveof this panel 35 in order not to be in the direct path of water and thelike which may enter with the air.

The pocket formed between the member 35 and the panels P and P may bedrained by one ormore tubes 37, the discharge ends of which may be soarranged that the drainage will not be likely to cause corrosion of theframe and associated parts.

From the above description it will be seen that I have provided an airduct which will receive downwardly flowing air currents around the cowlor at other points and conduct the air without unduly restricting it towithin the body, or by the use of suitable channels to any other part ofthe vehicle 'that it is desired to aerate.

The upwardly facing opening or openings, as the case may be, may ofcourse be regulated, if desired, but I have not found it necessary to doso, either from necessity by reason of adverse weather conditions or forthe sake of appearance.

I claim;

1. In combination with an automobile body cowl, tubular means extendingadjacent the side cowl panel including a plate in substan-I tiallyparallel relation to the panel, said plate and panel being relativelyarranged to provide an upwardly facing opening, means atthe bottom ofthe tubular means to drain water and the like, and means located 'belowthe said opening for leading air from the tubular means.

2. In combination with a vvehicle body cowl having a side panel mergingwith and extending from the top panel, tubular means within the cowl andextending from the region of merging of said panels downwardly along theinterior of the cowl, there being an' u wardly facing opening in yone ofsaid pane s. communicating with the tubular means, and meansintermediate the ends of saidtubular means for taking air from thetubular means into the interior of the cowl.

3. In combination a vehicle body side cowl panel, a panel in superposedrelation to the side panel and extending downwardly adjacent thereto toform a tube, means to provide an upwardly facing opening for the tube,and adjustable means located below said openin for leading air from thetube to within the ody.

4. In combination with an automobile body cowl, means extendingadjacentthe side cowl panel including a plate in superposed relation to thepanel and forming therewith av flattened tube open at the top, a lateralopening in one of the panels leading to within the body, said openineing located intermediate the ends of the tribe, and rigid water-shedmeans overhanging the lateral opening and joined to the 4panel havingsuch opening.

` 5. In combination with a vehicle body cowl comprising a top panel anda side panel contiguous therewith, an upwardly facing o ening in one ofsaid panels, a member in a ut ting relation to one of said panels at itsu per edge and extending downwardly 1n superposed relation to the sidepanel and seiarated therefrom, means intermediate the e edges of saidmember and the side panel whereby to form a vertically extending tube,and means for conducting air from the tube, said means being locatedbelow said opening.

6. In combination, a Vehicle body side cowl panel, a panel in superposedrelation thereto, means for joining the side edges of one panel to theother to form a downwardly extending tube,one of the panels beingarranged to provide an upwardly facing opening for the tube,.a drainageopening at the bottom of the tube, a lateral opening in the tube fortaking air therefrom, and rigid means positioned overI the latteropening to defiect weather elements which may enter the upwardly facingopening.

In testimony whereof, I hereunto aiiix my signature.

WILLIAM LINTERN.

